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2 Sheets-Sheet L.

(No Model.)

B. HVTOBEY. RAILWAY SAFETY SIGNAL.

Patented Apr. 15; 1884.

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, N. PETERS. FholrrLrlhognphan wmin im. at;

(N0 Model.)

2 Sheets-Sheet 2.

E. H. TOBEY! RAILWAY SAFETY SIGNAL.

i zPatented Apr, 15 i [n'ven Z 07',

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UhiiTlED Sra rns ATENT tries.

. ELISHA H. TOBEY, OF DENVER, COLORADO.

RAILWAY SAFETY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 296,893, dated April15, 1884. Application filed January 9, 1884. (No model.)

,of a union depot, union freightyard, or for tracks approaching adraw-bridge,in which all the signals are operated from a central towerThe objects of my improvements in such a system of railway-signaling areto start out with danger to trains-that is to say, with all the signalsindicating danger, to show that only one of the intersecting tracks hasthe right of way at once, and that all the others are blocked by signalsindicating danger; to render it impossible to give the right of way toany other line embraced in the system without first returning the signalindicating safety back to the position indicating danger. Thus are allthe signals again indicating danger to approaching trains. so that itis, only from a position indicating "danger that a sig nal can be movedto indicate safety.

The chief object and purpose of my'invention is to prevent any possiblemistake being made by the operator in giving a second signal of allright before he has returned the signal already giving the right of wayto one line back to danger, so that it is impossible that two lines canhave the right of way at one time, the system asI have improved it beingadapted to govern the operator to efiect the desired result without thepossibility of injury from negligence on the part of the operator.

A distinguishing feature of my invention consists in securing theoperating mechanism so that access thereto cannot be had by the opera-.tor except to use the proper key for giving the signal. The key beingoncelocked in the apparatns,the operator can only obtain possession ofit again for use on other signals by turning it from safety to danger.

I have produced a mechanism which, so far as I know and can find, is newin its essential matters of combinations of construction and of secufityfrom unauthorized tampering, which I will now proceed to describepreparatory to a designation of the combinations and devices claimed asmy invention.

Referring to the accompanying drawings, Figure 1 represents a plan viewof a crossing of three single tracks and a roadway to which myrailway-safetyfsignal system is applied. Fig. 2 represents an elevationof the central tower,showingin section the bottom pulley-box placedbelow the ground-line, containing the pulleys for connecting with theseveral signals. Fig. 3 represents an elevation of one of the signaldevices. Fig. 4 represents the key by which the operator operates thesignals. Fi 5 represents a side view, enlarged, of the n1echanism foroperating the signals, 'r-onsisting of the lower box containing thepulleys for connecting with the several signals, the signalingshafts,and a top key-box containing the means for locking the signals, the keyfor operating the signals being shown in position on one of thepulley-shafts. Fig. 6 representsa partial top view of the top or keyplate of the top key-box. Fig. 7 represents a side View, enlarged, ofone of the locking devices of the keybox for the signal-operatingshafts, a portion of one of the latter being shown with the key appliedthereto. Fig. 8 represents one of the perforated disks ofthepulley-shaft, and Fig. 9 a detailof the weighted gate and its openingconnections.

The three single tracks are provided with the usual crossings, and eachtrack has at each end a signal device, A, arranged a suitable distancebeyond and outside of the crossings, and connected with the operatingmechanism in the tower or station 13, which is centrally located inrelation to the signals. This central operating mechanism is theessential matter of my safety-railway-signal system, because it embracesan organized mechanism, under which it is practically impossible to havemore than one line showing the right of way at any one time, which forunion depots and other places where trains arrive and depart from onepoint,using all the tracks jointly,

ICO

is of the greatest importance. The central operating-station ispreferably constructed in the form shown in Fig. 2, called a tower,because it has an inclosed top lookout for the operator. At the bottomof the tower and below the surface of the .ground is arranged a castironbox, F, inca-sed in stone, containing the pulleys for operating thesignals, and to which access cannot be had by the operator. Above thisbottom pulley-box, F, and preferably on a line with the floor of thetower, is arranged what I term a key-box, G, Fig. 5, because it containsthe mechanism for locking the signals in their two positions of safetyand danger by a key. There are as many pulleys e as there are signals A,and each pulley is mounted upon a vertical iron shaft, f, suitablystepped in the lower plate, with the pulleys arranged at differentlevels between their top and bottom plates, F F which are firmly boltedtogether. The shafts of these pulleys extend up through the top plate Fand up through the bottom and top plates, G G, of the key-box G, andterminate with an angular end within a key-hole, a, in the top plate G,on a level, or nearly so, with the top surface thereof, as shown inFigs. 6 and 7.

The top and bottom plates of the key-box are' firmly bolted together,and form an inclosed box with the fiooring of the tower, abutting up toit on all sides, to which access cannot be had by the operator, it beingimportant that he should be excluded from access to any of the mechanismexcept only to apply the key. WVithin this k ey-boX the several verticalshafts f are each provided with a disk, 9, placed near the lower plate,and having two holes, gg, near their circumference, (shown in Fig. 8,Sheet 2,) to receive a locking-pin, h, fitted and held. in verticalposition in a hole in the keyplate G, and in a hole in a bracket, k,depending from the under side of the top plate, so that the lower end ofthe pin will enter one of the holes 9 in the disk g, and thus lock it tothe key-plate G, to prevent the shaft ffrom being turned. Thelockingpinis shouldered. and is thereby supported upon the bracket, so that it candescend only suflicient to enter the hole g to make the look.

For unlocking the pin h, I provide a footlever, H, pivoted to a hanger,H, on the under side of the key-plate G, having one end passing througha slot in an enlarged body of the pin it, and the other end free toreceive the pressure of a vertical treadle-pin, z, fitted in a hole inthe key-plate, so that in its normal position its upper end stands abovethe keyplate. A spring, is adapted to bear upon the pin-connected end ofthe foot-lever H, and thus hold the treadle-pin up and the locking pindown into the hole in the pulley-shaft disk, so that the operatorplacing his foot upon the treadle-pin 13 will depress that end of thelever, and raising its pin-connected end withdraws the pin it free ofthe disk 9 and allows the latter to be turned by the key. I11 Fig. 5this locking device is only shown as applied to one of thesignal-operating shafts; but it will be understood that each shaft isprovided with such a locking device.

As stated, I use akey, E, to operate the signals A, and its barrel isfitted to receive the angular end of the shaft f when inserted throughthe key-hole nin the top plate. In operating the signals, the key onlymakes a quarter-circle, which is determined by alip or arm, a, on itsbarrel end, adapted to move, between two stops, r, on the under side ofthe key-plate, as shown by dotted lines in Fig. 6, so that the keycannot be turned around.

, The signal device which I prefer to use is shown in Fig. 3, andconsists of a vertical shaft, Z2, carrying day and night signals, theday-signal being an arm, I, painted white on one side and red on theother, so that when eX- tended it will be at right angles to the trackand the red color will stand on the outer side and give notice to theapproaching train of danger, while when the arm is turned parallel tothe track the track is indicated as clear for approaching trains. Thenight-signal'is the usual lantern, A, with red and white colors.

the red light indicating danger to all approaching trains, and the whitelight indicating a clear way. These signal-shafts have each a pulley, d,on its lower end, as shown in Fig. 3, around which the cables leadingfrom the central pulley-box pass, and thus connect the signal-shaftswith the key-box shafts. The cables in are of wire, and are inclosed ingas pipes or wood boxes under ground, and are pinned to the pulleys 6,so that they cannot slip in operating them to operate the signals.

Each cable may be provided with one or more turn-buckles for tighteningit, as may be re quired, suitable provision being made for aecess to theturn-buckles for this purpose. The signal-shaft b is mounted in suitablebracketbearings upon a post, and the pulleys of the several shafts areplaced below the ground line, which is represented by min Figs. 2 and 3,so that their cable-connections cannot be tampered with. Should theengineer, from negligence or other cause, not observe the dangersignal,provision is made for placing the fault upon the engineer by means of alight wooden arm, a, carrying an iron ball, 0, attached to and standingout from the si nalshaft in position to come in contact with the glassofthe head-light and break it, thus show ing that the danger-signal wasdisplayed.

There a road crosses the tracks, as at D in Fig. 1, I provideforoperating road-gates C G at each side of the track or tracks. Thesegates are what are known as the weighted gates, raised and lowered upona pivot, s, at one end, as showp in Fig. 9. Each gate is pivoted to thetop of a post, J, its pivot having a pulley, 8 around which passes acable, 8 which, passing around a pulley, a, at the foot of said post,passes thence to apulley, J on a vertical shaft, K, mounted in thepulley- IIO box of the central stati0n,and, extending above the key-boxG, is provided with a hand-wheel, H, by which to operate the gates asmay be required, as shown in Fig. 5'. The gates are raised to an uprightposition by turning the hand-wheel once around, and while so raised thedanger-signals are shown on all the tracks. This operation is effectedat the will of the operator by first placing all the signals at dangerindependently of the gates.

If desired, two or more signalscan be operated from each pulley-shaft byincreasing the number of the pulleys on each shaft; but such track, itwill be understood that a single white light is shown outward to theapproaching train between it and the intersection Q. and a white lightalso shown inward to the train on the other side of the crossing, whilein the direction opposite to that in which the train is comingthe redlights of these two signals will show danger to a train approaching fromthe opposite direction.

In Fig. 1 all the signals are supposed to be set to indicate danger, andthis being their normal or first condition on all the tracks, only onesignal can be changed at a time on any one track to indicate safety, andall the rest must show danger, otherwise the key cannot be used to showsafety on any track.

In Fig. 5 the key-plate G of the key-box is shown as forming a part offlooring w of the tower B, so that there can be no access by theoperator to the operating mechanism except to use the key upon the endsof the pulleyshafts through the key-holes a of said floorplate. Theoperating mechanism, however, may be protected by any suitable inclosureplaced in any suitable position that will allow the operator to havefull view of the inter.- secting tracks.

I have stated that the disks 9 of the pulleyshaftsare provided with twoholes, g, to receive the locking-pin h to lock the signaloperatingpulleyshafts with the key-plate when the signal is operated to indicatedanger and when it is operated to indicate safety, and that the movementof the key to turn the pulley-shaftsislimited by the stops r r on thekey-plate, and it will be understood that the turning of the key betweenthese stops will bring either disk-hole g in exact central positionbeneath the pin, to receive it when the treadle is released. The stops rr and the holes 9 9 therefore are relatively placed to register witheach other to determine the movements of said disk to receive thelocking-pin.

Referring to the pivoted weighted gates G, it will be understood thateach gate is formed of two sections, 0 G, which meet in themiddle of theread, each section being mounted upon a post, J, and each sectioncontrolled by a separate cable-connection, s, with the pulley J of theoperating-shaft K; but I have only shown two of the sections having thecableconnections 8 (indicated by dotted lines in Fig. 1,) the doublepulley shown in Fig. 5 serving to receive the cables of the two sectionsof one gate.

I have stated that the signal is operated by a key applied to thepulley-shafts by insert ing it through a key-hole'in the top plate G,audit willbe understood that the key is so inserted only sufficiently tobring its lip or arm (t just beneath the key-hole plate G, so that thekey can be turned to bringits lip or arm a against either of the stops rT, which thus limit its turning. I have also described means for lockingthe Signals when set in either position, and it will be understood thatthe function of the key lip or arm a is twofoldi. 6., to register theloeking-pin h with the holes gin the pulley-shaft disk to lock thesignal, so that it cannot be changed except by the operator in thecentral station, and to prevent the withdrawal of the key from the keyplate except when the signal is restored to danger. The key is soprevented from be ing withdrawn because its lip or arm ais under thekey-plate against the stop 0' to one side of the key-hole when thesignal-operating mechanism is locked in safety position. From thisposition the key can only be re- I05 moved by turning it so as to bringits lip or arm (1 against the other stop r,which thus opcrates the samesignal to show danger and places the key lip or arm a in positioncoincident with the keyhole, and thus allows the key to be withdrawn tooperate the signals of another track.

I claim- 1. The combination of day and night signals of arailwaycrossing with mechanism II 5 for operating the same, a key fordirectly actuating said signals, and means by which it is locked to saidmechanism after being operated to give the right of way over one trackonly, substantially as set forth. I20

2. The combination of a signal-operating mechanism forrailway-crossings, and a key for directly actuating the same, with1neclianism, substantially such as described, whereby the signal and itsoperating mechanism are I2 5 automatically locked in the position toindicate danger or in the position to indicate safety to approachingtrains.

3. The combination of a signal-operating mechanism forrailway-crossings, a key di- I30 rectly operating the same, and meansfor retaining said key locked to said mechanism after being operated togive the right of way over one track only, substantially hereindescribed, with a locking device for said mech anism, and a treadledevice to release said lock, substantially as described.

4. A signal-operating mechanism for railway-crossings, and a keydirectly actuating the same, combined with means, substantially hereindescribed, for retaining the key in its actuating position when thesignal is moved to indicate safety, and an automatic signallockingdevice.

5. 7A signal-operating mechanism for railway-crossings, consisting ofpulley-operating shafts, cables connecting their pulleys with thesignals of all the tracks, a key-box into which said pulley-shaftsextend, suitable locking mechanism for said pulley-shafts, a suitabledevice for unlocking said pulley-shafts, a key-plate, a key for directlyactuating the signals, and means for retaining the key within thekey-plate, substantially as set forth.

6. The combination of the signal-operating pulley-shafts formed withangular ends, as described, with a keybox, G, having a keyhole plate,into which said angular ends extend, an inclosed device forlocking saidshafts with said box, a device for unlocking said shafts, a key fordirectly actuating the si naloperating pulley-shafts, and means forretaining the key within said box, as set forth.

7. The combination,with a signaloperating mechanism forrailway-crossings, substantially such as described, and a central toweror station therefor, of the box G, having a top keyhole plate G,arranged to form a part of the tower-floor, and to serve asv a cover toprevent access to said signal-operating mechanism except by means of akey, by which the same is directly actuated, substantially as set forth.

8. A signal-operating mechanism for railway crossings, operated by a keyin the manner described, consisting of a box, F, arranged below thesurface of the ground and containing pulleys and shafts, the cablesconnecting them with the traclosignals, a keybox, G, arranged above theground, having a top key-hole plate within the key-holes, in which saidpulley-shafts terminate, suitable locking and releasing devices for saidpulleyshafts arranged within said key-box, the signal devices, and a keydirectly actuating the same, substantially as set forth.

9. The combination, with the closed boxes F and G, the winding-shaftsf,mounted therein, their pulleys e, the cables m, the signalshafts 22,their pulleys d, and a key, of an automatic locking device for saidwinding-shafts, arranged within the box F, means, substantially such asdescribed, whereby said key is retained in a locked position in the boxG, and means, substantially such as described, whereby said automaticlocking device is released.

10. The combination, with a signal-operating mechanism forrailway-crossings, operated directly by a key, of a key-box, G, having atop key-hole plate G, affording access to said mechanism, and a keyprovided with an arm, means arranged on the inner side of said box forlimiting the turning movements of the key, an automatic locking devicefor said mechanism, and means, substantially such as described, forreleasing said locking device, con trolled by the foot of the operator.

11. The combination,with an inclosed signaloperating mechanism forrailway-crossings, operated directly by a key, and means adapted toengage said key to limit its turning movements,ofanautomaticlocking-pinforsaid mechanism, which, when locked in safetyposition, acts to prevent the release of the key, and a treadle deviceconnected with said locking-pin for releasing the lock, substantially asdescribed, for the purpose specified.

12. The combination,with aninclosed signaloperating mechanism forrailway-crossings, operated directly by a key, and means adapted toengage said key to limit its turning movements, of a spring-depressedlocking device for said mechanism, alever carrying said locking device,an inclosing key-box for the latter, and a releasing treadle-pin adaptedto be operated outside of said box, substantially as set forth.

13. The combination,with aninclosed signaloperating mechanism forrailway-crossings, and the track-signals, both operated directly by akey, of a key-hole plate permitting the application of a key to operatea single signal,

and a key which is fastened to said key-plate by the means substantiallyas herein set forth.

14. The combination, in a system for operating signals forrailway-crossings. of day and night signals I A, the independent windingshafts f and pulleys 6, each shaft having a disk, 9, provided withperforationsg'g, cables in, signal pulley-shafts b, pulleys d, thefootlevers H, locking-pins h, means for locking said pins with saiddisks, the treadle-pin i, a key for operating the system, closed boxesfor the operating mechanism, and means for retaining the key within thekeyhole plate when the signal is moved to indicate safety, substantiallyas described.

15. The combination, with the winding pulley-shaftsf, each having aperforated disk, 9,

of a closed box, G, having a key-hole plate, G, provided on its underside with stops r r, a key having an arm, a, the treadle H,'having apin, it, the spring 70, the treadle-pin 11, cables m, and thesignal-carrying shafts, the said stops being arranged to determine 7 themovements of said disk to receive the lockingpin, substantially asdescribed.

16. A signal-operating mechanism for railway-crossings, comprising thefollowing instrumentalities, viz: a number of key-operated' shafts, f,having each a pulley, e, inclosed beneath the surface of the ground, anda disk, 9, near its upper end. a key-box, G, arranged above the pulleysand containing the disks 9,

pivoted weighted gates C, the pulleyss w, the cables 8 the shaft K, itspulley J and handwheel H, all constructed and adapted for operationindependent of the signals, said gates being opened from thesignal-station only when a safety-signal is displayed.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses.

ELISHA H. TOBEY.

Witnesses:

A. E. H. JOHNSON, H. 13. ZEVELY.

